Notched stern barge and towboat combination

ABSTRACT

A towboat having its bow portion received in a rearwardly opening notch in the stern of a barge is connected to the barge by a bifurcated yoke strut. The root ends of the strut bifurcations are pivotally connected to the forward or closed end of the notch, the yoke straddles the bow of the towboat and the aft ends of the bifurcations are pivotally connected to the opposite sides of the towboat amidships. Vertically elongated bumper ribs interposed between the opposite sides of the towboat and the adjacent sides of the barge notch may be carried either by the towboat or by the barge to cushion lateral engagement of the towboat sides with the sides of the barge notch.

United States Patent [191 Glosten 1 Apr. 10, 1973 NOTCHED STERN BARGE AND Primary Examiner-Trygve M. Blix TOWBOAT COMBINATION Attorney-Robert W. Beach [76] Inventor: Lawrence R. Glosten, Rt. 4, PO.

Box 4740, Brainbridge Island, [57] ABSTRACT Wash- 98110 A towboat having its bow portion received in a rear- [22] Filed: 1970 wardly opening notch in the stern of a barge is connected to the barge by a bifurcated yoke strut. The t [21] Appl' 64l69 root ends of the strut bifurcations are pivotally connected to the forward or closed end of the notch, the [52] US. Cl. ..114/235 R yoke straddles the bow of the towboat and the aft ends [51] Int. Cl. ..B63b 21/00 of the bifurcations are pivotally connected to the op- [58] Field Of Search ..1 14/235 R, 77 R posite sides of the towboat amidships, Vertically elongated bumper ribs interposed between the opposite [56] References Cited sides of the towboat and the adjacent sides of the UNITED STATES PATENTS barge notch may be carried either by the towboat or by the barge to cushion lateral engagement of the tow- 3,568,621 5/1970 Kawasaki ..1 14/235 R bo t sides with the sides of the barge notch, 3,446,173 5/1969 Ohcho et al.

l 1 Claims, 7 Drawing Figures PATENTEUAFR 1 @1975 3,726,248

SHEET 2 OF 2 INVENTOR. ZJWQ A ZZ 540575 awmwi Arraes/f/ NOTCHED STERN BARGE AND TOWBOAT COMBINATIION The barge and towboat combination of the present invention, in which the towboat serves as a push boat, is intended primarily for ocean use. The problem of providing a satisfactory towboat and barge combination for ocean use is much more difficult than providing such a combination for use on inland waterways because of the much greater wave action. A previous type of towboat and barge combination for ocean use is disclosed in US. Pats. Nos. 3,257,985 and 3,257,986.

A principal object of the present invention is to provide a combination in which the towboat pushes a barge in close-coupled relationship so that the barge constitutes a moving breakwater to afford substantial protection from waves for the towboat while enabling the towboat and barge to heave and pitch relative to each other.

Another object is to provide a towboat and barge combination in which the towboat is connected to the stern of the barge to push it by connecting means which are movable relative both to the towboat and to the barge elevationally, yet which are rugged to transmit large thrust forces from the towboat to the barge reliably in various elevational relationships of the barge and towboat. In this connection, it is an object to transmit such thrust forces from the towboat to the barge effectively whether the barge is light or is heavily loaded.

A further object of the invention is to provide a thrust connection between a towboat and the stern of a barge which will transmit the necessary thrust forces with minimum chafing.

It is also an object of the present invention to utilize a connection between a towboat and the stern of a barge which, while the combination is under way, will connect the towboat and the barge reliably for transmitting either pushing or pulling forces between them, yet which connection can be disconnected readily to enable the towboat to be separated from the barge at will.

FIG. 1 is a side elevation of the aft portion of a barge and a towboat connected to it, with parts broken away.

FIG. 2 is a plan of the aft portion of a bar e in combination with a towboat, and FIG. 3 is a transverse vertical section taken on line 3-3 of FIG. 2.

FIG. 4 is a side elevation of the aft portion of a barge and a towboat shown in a relationship different from that of FIG. 1.

FIG. 5 is a partial rear end elevation of the aft portion of a barge and a portion of a towboat in combination, and FIG. 6 is a longitudinal vertical section taken on line 6-6 of FIG. 5, a portion of the towboat being shown in phantom lines.

FIG. 7 is a plan of the aft portion of a modified type of barge and a modified type of towboat in combination.

The barge 1 shown in the drawings is of indeterminate length, but such a barge would be considerably longer than the towboat 2. In fact, the same towboat could be coupled to barges of different lengths at different times provided that the notch in the stern of each barge was of the same shape and equipped with the same means for connecting the towboat and the barge. The towboat of FIGS. 1, 2 and 4 has a blunt or square bow which projects forwardly into a notch 4 in the stern of the barge l. The towboat bow and the barge notch are preferably of approximately the same shape and are fitted together as shown in FIG. 2 to leave between them a U-shaped slot which is of generally uniform width throughout its length. Preferably the wings 5 forming opposite sides of the barge notch 4 are of a length fore and aft with relation to the length of the towboat 2 sufficient to extend rearwardly at least to the amidships portion of the towboat.

The barge stern and towboat are arranged in a combination to transmit forces between them with a minimum of chafing whie the barge and the towboat are free to heave and pitch relatively. The principal stresses will, of course, be exerted between the barge and the towboat in a fore and aft direction, but in order to limit relative transverse movement of the towboat and the barge in various elevational relationships of the towboat and barge, it is preferred that abutment posts 6 be provided upstanding from the aft ends of the wings 5 to receive lateral thrust from the towboat. Consequently, it is desirable for the aft portions of the barge wings to be disposed close along opposite sides of the towboat with only a small amount of clearance between such wing ends and the towboat.

The fore and aftthrusts forces produced by the towboat propulsion are transmitted to the barge through thrust means. Preferably such thrust means is in the form of a bifurcated yoke received in the notch 41 and embracing the bow portion of the towboat 2. The bifur' cations or strut arms 7 of the yoke extend along opposite sides of the bow portion of the towboat, respectively, and the root ends of such arms are connected together as shown in FIG. 2 by a crosspiece 8. To accommodate the blunt or square end 3 of the towboat between the arms 7, such arms are shown as being substantially straight and generally parallel.

The aft ends of the struts 7 are connected to the amidships portions of the opposite sides of the towboat by suitable pivots 9. It will be seen from FIG. 3 that there is not sufficient clearance between the abutments 6 and the opposite sides of the towboat to allow appreciable relative rolling of the towboat and the barge and, consequently, it is not necessary that the pivots 9 be of a construction to enable the towboat and the barge to roll relatively, although it is not objectionable for such pivot means to turn universally as long as its structure is reliably capable of transmitting the necessary pushing and pulling forces from the towboat to the yoke.

The forward portion of the yoke is connected to the barge at the forward, closed end of the barge notch 4 by horns 10 projecting forward from the yoke at the roots of the arms 7 located at the junctions of such arms with the opposite ends of the crosspiece Such horns fit between the bifurcations of clevises 11 mounted on the barge and are connected to such clevises by pivot pins 12. Such horns, clevises and pivot pins must be of a sufficient size to transmit the thrust of the towboat from the yoke struts 7 to the barge. The crosspiece 8 ties together the two struts 7 for conjoint swinging of such struts about the axis of pivots l2 and deters relative swinging of such struts by torsion resistance.

As thrust produced by propulsion of the towboat is transmitted through the strut arms 7 to the barge, such trust may have a small upward component or a small downward component as well as a directly fore and aft component, depending upon the relative elevation of the towboat and the clevises 11. Such relative elevation will vary depending upon the degree of loading of the barge and the wave action between the barge and tug, but the slope of the strut arms should never be very great and, consequently, the vertical component of the fore and aft thrust will be correspondingly small.

The yaw connection between the towboat and the barge is essentially rigid and, consequently, it is entirely practical to steer the barge by steering the towboat. During such steering maneuvers, however, the towboat must necessarily exert some side thrust on the barge. Under such stress the struts 7 may bend to some extent in parallel link fashion so that the towboat will actually be displaced transversely relative to the stern of the barge. Under such circumstances the lateral thrust between the towboat and the barge would be effected not only through the yoke 7, 8, but at least in some instances also by direct pressure of the amidships portion of the towboat against one or the other barge wing 5, depending upon the direction and intensity of the transverse force.

It is also possible under such circumstances that the towboat 2 and the rear wings of the barge may move elevationally at the time that sidewise pressure occurs between the towboat and a barge wing. Consequently, it is desirable to provide structure to minimize chafing between the towboat and barge parts thus engaged. For this purpose, bumper means engageable between the towboat sides and the barge wings are provided which in FIGS. 1, 2, 3 and 4 include elongated bumper ribs 13, 14 and arranged with their lengths upright. In this form of device all of such ribs are mounted on the towboat sides and in registry with the barge wings 5 and the abutment posts 6.

Because the bumper ribs 13 are located rearwardly of the pivots 9, there is no interference between them and the strut arms 7. Consequently, they can be of any desired length and may extend elevationally across the pivot. Since the bumper ribs 14 and 15 are located forward of the pivot 9, however, the rib 14 below and the rib 15 above a strut arm 7, it is necessary for the adjacent ends of such bumper ribs to be spaced apart sufficiently so that they will not interfere with swinging of the strut arm relative to the towboat through its maximum expected angle of swing. It is, however, desirable to have bumper ribs located both fore and aft of the strut arm pivot 9 so as to distribute the side thrust load over greater areas both of the towboat sides and of the barge wings 5 and abutments 6.

Also, it is preferable for the lateral pressure between the towboat and the barge to be balanced above and below the thrust arms 7. This means that the lengths of the bumper ribs 14 and 15 should be approximately equal and, at the lower end of the lower bumper rib 14 and the upper end of the upper bumper rib 15, should be approximately even with the lower and upper ends, respectively, of the bumper rib 13. Also, it is desirable for the strut arms 7 to be disposed a reasonable distance above the water level to avoid creation of water resistance and to reduce deterioration of the yoke. In order to be able to mount the bumper ribs 15 and the upper portions of bumper ribs 13 rigidly on the sides of the towboat, superstructure buttresses 16 extending a substantial distance above the deck of the towboat as shown in FIGS. 2 and 3 may be provided.

The clevises 11 carried by the barge are located just below its deck, as shown in FIG. 1, so that the yoke arms 7 will be substantially horizontal when connected between the towboat pivots 9 and the barge pivots 11 when the barge is heavily loaded as in FIG. 1. In order to enable the barge and towboat combination to be piloted from the towboat under such circumstances, a lookout tower 17 is provided on the towboat carrying the flying bridge or crows nest 18, Such flying bridge or crows nest is at an elevation adequate to enable the pilot or the lookout to see over the deck cargo 19 on the barge.

When the barge 1 is light as shown in FIG. 4, the clevises 11 would be so high that the strut arms 7 would be inclined upwardly from the towboat pivots 9 too greatly to provide the most effective thrust. Also, the vertical component of the thrust would be substantial and would tend to lift the stern of the barge and correspondingly tend to depress the towboat. Whatever lifting of the light barge stern and depression of the towboat was thus effected would increase the slope of the struts'7, which in turn would increase the vertical component of the thrust and tend to raise the stem of the barge and depress the towboat still farther.

Consequently, it is desirable, as shown in FIGS. 1, 3 and 4, to provide a second set of clevises 20 spaced a substantial distance below the set of clevises 11 to which the strut arms 7 can be connected when the barge is light. To enable such alternate connection to the yoke horns 10 to be effected, the pivots 12 should be removable so that they can be withdrawn easily and quickly from the clevis and horn apertures to ,disconnect the towboat from the barge both so that it can be maneuvered independently of the barge and to enable the towboat to be connected to thebarge selectively in the relationship shown in FIG. 1 and in the relationship shown in FIG. 4.

While the bumper ribs 13, 14 and 15 have been shown in FIGS. 1, 2 and 3 as being mounted on the sides of the towboat 2, bumper means alternatively can be mounted only on the wings 5 and abutment posts and 6 of the barge, if desired, as shown in FIGS. 5 and 6. In this instance, the long bumper rib 21 is shown as being mounted on the wing 5 andabutment post 6 at a location rearwardly of the strut arm pivot 9. It is not feasible to provide a similar bumper rib forward of the pivot 9 particularly because of the relative change in elevation of the towboat and the barge occasioned by variation in loading of the barge. It would be possible, however, to provide a short bumper rib on the lower portion of the wing 5 ahead of the strut arm pivot 9 and a short bumper rib on the upper portion of the abutment posts 6 ahead of such arm pivot, if desired. Alternatively, it would be possible to utilize the bumper rib 21 on the barge in conjunction with bumper ribs 14 and 15 on the towboat.

The towboat 2 has been described above as having a blunt or square bow 3, but it would be feasible to use a towboat having a pointed or sharp prow 3 as shown in FIG. 7 in a similar barge and towboat combination. In this instance the stern of the barge 1 has in it a rearwardly opening notch 4', the sides of which diverge rearwardly. Again it is preferred that the sides of the towboat bow and the sides of the barge notch be of generally corresponding or complemental form in plan so as to provide a slot between the towboat bow portion and the barge stern of generally uniform width when the barge and towboat are in coupled relationship.

Where the towboat 2 has a sharp prow 3 and the notch in the barge stern flares rearwardly as shown in FIG. 7, the connecting yoke is of wishbone'conformation having struts 7' curved generally corresponding to the curvature of the slot bifurcations and having their roots connected by a very short crosspiece 8'. The single horn 10' then projects forward from the roots of the strut arms 7 and the crosspiece 8' for reception between the bifurcations of the single clevis 11' which is mounted at the center of the notch 4'. Such clevis and horn are connected by the pivot pin 12'. The bumper system between the rearwardly projecting barge wings 5 and post abutments 6 on the one hand, and the sides of the towboat 2 on the other hand, may be like that described either in connection with FIGS. 1 to 4 or in connection with FIGS. 5 and 6. In the case of this modification also, it is desirable for an upper clevis and a lower clevis to be mounted on the barge stern for selective connection to the horn 10 depending upon whether the barge is light or is heavily loaded.

It will be understood that a number of barges such as shown in FIGS. 1 to 4, or a number of barges such as shown in FIG. 7, can be provided for selective propulsion by a single towboat 2. Alternatively, any such barge can be propelled by different towboats 2 so long as the towboat and barge are compatible. It is, therefore, not necessary to inactivate a towboat while a barge is being loaded or unloaded, nor is it necessary to have the same towboat always available for propelling a particular barge. It is preferred that the yoke structure be permanently attached to the towboat in each instance and that such yoke be disconnectable from the barge by removal of the pivots 12 or pivot 12'. While not shown in the drawings, any suitable mechanism can be provided to support the crosspiece of the yoke from the bow of the towboat when such yoke is not connected to and supported by a barge.

I claim:

1. A barge and towboat combination comprising a barge having a rearwardly opening notch in its stern and barge pivot-connecting means in the forward portion of such notch, a towboat having its bow received in the barge notch and having towboat pivot-connecting means on its opposite sides located rearwardly of said barge pivot-connecting means, elongated thrust strut means extending through the notch between said barge pivot-connecting means and said towboat pivot-connecting means with their length disposed generally horizontally, and pivot means connecting said thrust strut means to said barge pivot-connecting means and to said towboat pivot-connecting means.

2. The combination defined in claim 1, inwhich the thrust strut means include a bifurcated yoke having struts extending along opposite sides of the towboat bow, the towboat pivot-connecting means beingv junctions of the cro sspiece and the o ke struts.

4. The combination defined in 0 am 2, in which the yoke struts diverge rearwardly, and the barge pivotconnecting means are located approximately centrally between opposite sides of the barge.

5. The combination defined in claim 1, in which the pivot means guides the barge and towboat for relative heaving and pitching, but deters relative rolling of the barge and towboat.

6. The combination defined in claim 1, and bumper means adjacent to the towboat pivot-connecting means engageable between the barge notch sides and the sides of the towboat.

7. The conbination defined in claim 6, in which the bumper means are mounted on the towboat.

8. The combination defined in claim 6, in which the bumper means are mounted on the sides of the barge notch.

9. The combination defined in claim 6, in which the bumper means are long strip means and are disposed with their lengths upright.

10. The combination defined in claim 1, and abutment posts extending upward from the barge at opposite sides of the barge notch at locations spaced a considerable distance aft of its forward portion for enabling the barge to receive lateral thrust from portions of the towboat spaced apart a considerable distance elevationally for preventing appreciable relative rolling of the barge and towboat while permitting sub-stantial relative elevational movement of the towboat and barge.

11. A barge and towboat combination comprising a barge having a rearwardly opening notch in its stern, a towboat having its bow received in the barge notch, means for transmitting pushing force from said towboat to said barge for propelling said barge, and abutment posts separate from and independent of said means extending upward from said barge at opposite sides of said barge notch, spaced apart a distance greater than the maximum width of said towboat so that normally at least one of said posts will be out of contact with said towboat and located a considerable distance aft of the forward portion of said notch for enabling said barge to receive lateral thrust from portions of said towboat spaced apart a considerable distance elevationally for preventing appreciable relative rolling of said barge and said towboat while permitting substantial relative elevational movement of said towboat and said barge.

0 1 t k k 

1. A barge and towboat combination comprising a barge having a rearwardly opening notch in its stern and barge pivot-connecting means in the forward portion of such notch, a towboat having its bow received in the barge notch and having towboat pivotconnecting means on its opposite sides located rearwardly of said barge pivot-connecting means, elongated thrust strut means extending through the notch between said barge pivot-connecting means and said towboat pivot-connecting means with their length disposed generally horizontally, and pivot means connecting said thrust strut means to said barge pivot-connecting means and to said towboat pivot-connecting means.
 2. The combination defined in claim 1, in which the thrust strut means include a bifurcated yoke having struts extending along opposite sides of the towboat bow, the towboat pivot-connecting means being located generally amidships of the towboat.
 3. The combination defined in claim 2, in which the towboat has a generally square bow, the yoke struts are generally straight and parallel, a crosspiece connecting the forward portions of the yoke struts, and the barge pivot-connecting means being located adjacent to the junctions of the crosspiece and the yoke struts.
 4. The combination defined in claim 2, in which the yoke struts diverge rearwardly, and the barge pivot-connecting means are located approximately centrally between opposite sides of the barge.
 5. The combination defined in claim 1, in which the pivot means guides the barge and towboat for relative heaving and pitching, but deters relative rolling of the barge and towboat.
 6. The combination defined in claim 1, and bumper means adjacent to the towboat pivot-connecting means engageable between the barge notch sides and the sides of the towboat.
 7. The conbination defined in claim 6, in which the bumper means are mounted on the towboat.
 8. The combination defined in claim 6, in which the bumper means are mounted on the sides of the barge notch.
 9. The combination defined in claim 6, in which the bumper means are long strip means and are disposed with their lengths upright.
 10. The combination defined in claim 1, and abutment posts extending upward from the barge at opposite sides of the barge notch at locations spaced a considerable distance aft of its forward portion for enabling the barge to receive lateral thrust from portions of the towboat spaced apart a considerable distance elevationally for preventing appreciable relative rolling of the barge and towboat while permitting sub-stantial relative elevational movement of the towboat and barge.
 11. A barge and towboat combination comprising a barge having a rearwardly opening notch in its stern, a towboat having its bow received in the barge notch, means for transmitting pushing force from said towboat to said barge for propelling said barge, and abutment posts separate from and independent of said means extending upward from said barge at opposite sides of said barge notch, spaced apart a distance greater than the maximum width of said towboat so that normally at least one of said posts will be out of contact with said towboat and located a considErable distance aft of the forward portion of said notch for enabling said barge to receive lateral thrust from portions of said towboat spaced apart a considerable distance elevationally for preventing appreciable relative rolling of said barge and said towboat while permitting substantial relative elevational movement of said towboat and said barge. 